CN104228742A - Occupant protection system - Google Patents
Occupant protection system Download PDFInfo
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- CN104228742A CN104228742A CN201410246762.XA CN201410246762A CN104228742A CN 104228742 A CN104228742 A CN 104228742A CN 201410246762 A CN201410246762 A CN 201410246762A CN 104228742 A CN104228742 A CN 104228742A
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- collision
- occupant
- vehicle
- secondary collision
- sensor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
- B60R21/0136—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to actual contact with an obstacle, e.g. to vehicle deformation, bumper displacement or bumper velocity relative to the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/015—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
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Abstract
An occupant protection system is provided. The occupant protection system includes a sensor for detecting an impact at a time of collision, a determination device for determining the collision based on a detection signal of the sensor, and a an occupant state detection device for detecting whether an occupant's posture is maintainable. When the occupant's posture is maintainable after a primary-collision, the determination device determines a secondary-collision by comparing the detection signal of the sensor with a first threshold. When the occupant's posture is not maintainable after the primary collision, the determination device determines the secondary-collision by comparing the detection signal of the sensor with a second threshold smaller than the first threshold.
Description
Technical field
The disclosure relates to a kind of occupant restraint system for the occupant in the protection vehicle when vehicle collision.Especially, the disclosure relates to a kind of for protecting the occupant restraint system of occupant in continuous print twice collision.
Background technology
Some vehicle set has the occupant restraint system for the protection occupant when vehicle collision.Such as, occupant restraint system launches safety air bag to protect occupant when colliding.Recently, require occupant restraint system not only protect occupant with from the first collision of vehicle but also protection occupant with from secondary collision.Secondary collision be the irregular movement of first collision (first time collision) and the vehicle caused by the impact of colliding for the first time after with the collision of other objects.
JP-2005-280380A discloses a kind of occupant restraint system of routine.Within the system, detected the acceleration/accel of the side portion of vehicle after the vehicle caused owing to colliding (colliding for the first time) rotates by yaw rate sensor, thus detect the side collision occurred as secondary collision based on the yaw-rate detected.
Present inventor believes: in occupant restraint system, needs the injury that minimizing occupant further suffers when secondary collision.Especially, in secondary collision, vehicle side collision may occur during the rotation of vehicle, and occupant may be unstable in the vehicle rotated.In this case, occupant is mobile in company with the rotation of vehicle, and inside face that is easy and compartment bumps against.The very major injury that may cause occupant is bumped against with the inside face in compartment.
Summary of the invention
In view of above, object of the present disclosure is to provide a kind of occupant restraint system that can reduce the injury that occupant suffers in secondary collision.
Present inventor shows that above object realizes by following occupant restraint system, and this occupant restraint system is provided with the occupant state's the detecting device whether attitude for detecting automotive occupant can keep after first collision.When occupant state's detecting device detect the attitude of automotive occupant after first collision be can keep time, use less decision threshold to judge secondary collision.
Particularly, according to example of the present disclosure, occupant restraint system comprises sensor, decision maker and occupant state's detecting device.Impact during sensor detected vehicle collision.The collision of vehicle comprises the first secondary collision colliding and occur due to the motion of colliding caused vehicle for the first time.Decision maker judges first collision by the detection signal of sensor and first collision determination threshold value being compared.Whether the attitude that occupant state's detecting device detects the occupant of vehicle can keep.The secondary collision produced for the motion owing to colliding caused vehicle for the first time, decision maker judges secondary collision.When occupant state's detecting device detects that after decision maker judges that first collision has occurred the attitude of occupant to keep, decision maker judges secondary collision by the detection signal of sensor and the first secondary collision decision threshold being compared.When occupant state's detecting device detects that the attitude of occupant is irretentive after decision maker judges that first collision has occurred, decision maker judges secondary collision by being compared with the second secondary collision decision threshold less than the first secondary collision decision threshold by the detection signal of sensor.
In above occupant restraint system, when occupant state's detecting device judge the attitude of occupant be can keep time, use the first secondary collision decision threshold to judge secondary collision.When the attitude that occupant state's detecting device judges occupant is irretentive, the second secondary collision decision threshold less than the first secondary collision decision threshold is used to judge secondary collision.This second secondary collision decision threshold facilitates completing of collision determination and has shortened the time of collision determination.Therefore, when secondary collision, the protection to occupant promptly can be started.That is, though when occupant tackle secondary collision have any problem time, occupant restraint system still can start passenger protection in the short time period occurred secondary collision.
Accompanying drawing explanation
By referring to the following detailed description that accompanying drawing is made, above and other object, feature and advantage of the present disclosure will become more obvious.In the accompanying drawings:
Fig. 1 is the figure being provided with the vehicle of occupant restraint system schematically showing the first embodiment;
Fig. 2 shows the figure of the bearing circle being provided with bearing circle touch sensor;
Fig. 3 shows the figure of the first collision of the vehicle of the first embodiment;
Fig. 4 shows the figure of the secondary collision of the vehicle of the first embodiment;
Fig. 5 shows the figure of the collision determination mode of the occupant restraint system of the first embodiment; And
Fig. 6 is the figure being provided with the vehicle of occupant restraint system schematically showing the second embodiment.
Detailed description of the invention
Example explanation will be carried out to embodiment.It is to be noted, the embodiment that following example illustrates is only example, does not limit embodiment of the present disclosure.Give explanation about the impact detection in the vehicle restraint system for the protection of the occupant in vehicle using as an embodiment.
(the first embodiment)
Present embodiment relates to one and is arranged on occupant restraint system on vehicle C (compartment), as shown in Figure 1.
As shown in Figure 1, vehicle C has two passenger seats being positioned at vehicle front side and two passenger seats being positioned at vehicle rear-side, makes two seat arrangements in the vehicle width direction.The contiguous corresponding seat of car door D is with corresponding with seat.Particularly, vehicle C has four seats, and these four seats are seat, right front SFR, seat, left front SFL, seat, right abaft SRR and seat, left back SRL.Vehicle C has four car door D, and these four car doors are right front car door DFR, left front car door DFL, right abaft car door DRR and left back car door DRL.Cylindrical member BR is provided with between right front car door DFR and right abaft car door DRR.Cylindrical member BL is provided with between left front car door DFL and left back car door DRL.
The occupant restraint system of present embodiment comprises electronic control unit (ECU) 1, satellite sensor 2, bearing circle touch sensor 3, side airbag 4 and acceleration pick-up 5.Satellite sensor 2, bearing circle touch sensor 3 and side airbag 4 are connected to ECU1 by communication line (not shown).
ECU1 is arranged in the roughly middle of vehicle C.ECU1 judges the collision (being in particular: the collision must protected occupant) of vehicle C and controls the startup of side airbag 4.ECU1 is provided with for detecting the impact of vehicle and the safety sensor 10 for guaranteeing the nargin relative to each sensor 2,5.ECU1 corresponds to decision maker.Sensor 2,5 corresponds to primary sensor.
ECU1 makes collision determination by the detection signal of each sensor 2,5,10 and decision threshold being compared.Particularly, the detection signal of each sensor 2,5 is processed.Particularly, in the present embodiment, integration is carried out to the detection signal of each sensor 2,5.When the processing costs of such as integrated value and so on exceedes decision threshold, ECU1 is judged to be collision.
ECU1 stores decision threshold for judging first collision and for judging that the decision threshold of secondary collision is as the decision threshold for judging double collision (that is, first collision and secondary collision).Herein, for judging that the decision threshold of first collision is called first collision determination threshold value.Herein, for judging that the decision threshold of secondary collision is called secondary collision decision threshold, this secondary collision decision threshold comprises the first secondary collision decision threshold and the second secondary collision decision threshold less than the first secondary collision decision threshold.
Usually, first collision determination threshold value, the first secondary collision decision threshold and each in the second secondary collision decision threshold all comprise the decision threshold corresponding with the detection signal of satellite sensor 2,5 and safety sensor 10.That is, first collision determination threshold value has for using sensor 2,5,10 to carry out the multiple decision thresholds judged respectively.Such as, first collision determination threshold value has decision threshold for using sensor 5 to carry out judging and for using sensor 10 to carry out the decision threshold judged.First secondary collision decision threshold has decision threshold for using sensor 2 to carry out judging and for using sensor 10 to carry out the decision threshold judged.Second secondary collision decision threshold has decision threshold for using sensor 2 to carry out judging and for using sensor 10 to carry out the decision threshold judged.
The testing result of reference orientation dish touch sensor 3, ECU1 is to judging that the decision threshold used in secondary collision sets.Particularly, after first collision occurs vehicle C, based on the testing result of bearing circle touch sensor 3, ECU1 judges whether bearing circle H is held.When bearing circle H is held by occupant, ECU1 uses the first secondary collision decision threshold to judge secondary collision.When bearing circle H is not held by occupant, ECU1 uses the second secondary collision decision threshold to judge secondary collision.
When integrated value when secondary collision is more than the first secondary collision decision threshold or the second secondary collision decision threshold, ECU1 judges that occupant should be protected, and ECU1 sends the actuation signal starting side airbag 4.Satellite sensor 2 is arranged on the centre of the right front car door DFR of vehicle C and the impact detected on vehicle-width direction.
As shown in Figure 2, bearing circle touch sensor 3 be arranged on vehicle C bearing circle H on and detect bearing circle H and whether held by occupant.In the present embodiment, use electrostatic capacitance sensor as bearing circle touch sensor 3.In the present embodiment, as shown in Figure 1, occupant's (chaufeur) that the bearing circle H of vehicle C will be sitting on seat, right front SFR holds.Bearing circle touch sensor 3 corresponds to occupant state's detecting device.
Side airbag 4 is arranged in the right part of vehicle to protect the occupant on seat, right front SFR.Side airbag 4 works (startup) in response to the actuation signal from ECU1.Acceleration pick-up 5 is arranged in the front portion (such as, front portion is roughly middle) of vehicle C with the impact detecting in vehicle forward direction and on vehicle rollback direction (vehicle front direction and rear view of vehicle direction).
Vehicle C and occupant restraint system comprise other devices for the protection of occupant, such as sensor (not shown), safety air bag etc.
(operation of occupant restraint system)
Give about first collision occurring and the explanation of the example of operation in time there is thereafter secondary collision at the place of left front portion of vehicle C.Secondary collision refers to the collision next time after vehicle moves owing to there is first collision.Secondary collision betides in the special time period after first collision.Described special time period follows the predetermined short time period after first collision closely.
In collision in figure 3, first, first collision occurs at the place of left front portion of vehicle C, the impact of then first collision makes vehicle C rotate.After this, as shown in Figure 4, the secondary collision as other new collision is there is at the right side place of vehicle.It is pointed out that in present embodiment, the detection signal of each sensor 2,3,5,10 all at predetermined intervals (such as, the interval of 0.5 millisecond) is input to ECU1.Fig. 5 shows the flow process of the collision determination of present embodiment.
(colliding for the first time)
As shown in Figure 3, suppose that first collision betides the place of left front portion of vehicle C.When first collision occurs, acceleration pick-up 5 and safety sensor 10 detect collision and their testing result are sent to ECU1.
When ECU1 receives the testing result of two sensors 5 and 10, the integrated value calculated according to the testing result of corresponding sensor 5 and 10 and first collision determination threshold value compare by ECU1.When two integrated values all exceed first collision determination threshold value, ECU1 makes the work of device (not shown) and protects chaufeur (occupant) thus.In this collision, the judgement of colliding for the first time and the protection to occupant can be performed in the mode roughly the same with in the occupant restraint system of routine.
(bearing circle holds judgement)
After ECU1 judges first collision, ECU1 is with reference to the detection signal of the bearing circle touch sensor 3 inputted.
When based on the detection signal of bearing circle touch sensor 3, ECU1 judges that bearing circle H is held by chaufeur, ECU1 judges that the attitude of chaufeur can keep.Particularly, ECU1 judges that vehicle C can by driver's operation.In this case, the first secondary collision decision threshold is set as the secondary collision decision threshold of next use by ECU1.
When ECU1 judges that bearing circle H is not held by chaufeur, ECU1 judges that the attitude of chaufeur can not be kept.Particularly, ECU1 judges that vehicle C can not by driver's operation.In this case, the second secondary collision decision threshold is set as the secondary collision decision threshold of next use by ECU1.
(secondary collision)
As shown in Figure 4, after first collision, vehicle C may rotate by anticlockwise direction.In this case, due to the rotation of vehicle C, the right side on the hand of rotation of vehicle C may with another object collision (secondary collision).
(bearing circle is by the situation of holding)
After the first collision of judgement, based on the detection signal of bearing circle touch sensor 3, ECU1 can judge that bearing circle H is held by chaufeur.In this case, the first secondary collision decision threshold is set as the decision threshold for judging secondary collision by ECU1.
After this, secondary collision occurs and the impact of sensor 2 and 10 detection secondary collision.The testing result of sensor 2,10 is imported into ECU1, and ECU1 makes collision determination in the mode similar with the mode in colliding for the first time by using the first secondary collision decision threshold.
Particularly, when ECU1 receives the testing result of two sensors 2 and 10, the integrated value calculated according to corresponding testing result and the first secondary collision decision threshold compare by ECU1.When two integrated values are all more than the first secondary collision decision threshold, ECU1 judges that occupant should be protected, and ECU1 sends the actuation signal starting side airbag 4.Upon receiving the initiation signal, side airbag 4 starts and protects occupant.
(bearing circle is not by the situation of holding)
After the first collision of judgement, based on the detection signal of bearing circle touch sensor 3, ECU1 can judge that bearing circle H is not held by chaufeur.In this case, the second secondary collision decision threshold is set as the decision threshold for judging secondary collision by ECU1.
After this, secondary collision occurs and the impact of sensor 2 and 10 detection secondary collision.The testing result of sensor 2,10 is imported into ECU1, and ECU1 makes collision determination in the mode similar with the mode in colliding for the first time by using the second secondary collision decision threshold.
Particularly, when receiving the testing result of two sensors 2 and 10, the integrated value calculated according to corresponding testing result and the second secondary collision decision threshold compare by ECU1.When two integrated values are all more than the second secondary collision decision threshold, ECU1 judges that occupant should be protected, and ECU1 sends the actuation signal starting side airbag 4.Upon receiving the initiation signal, side airbag 4 starts and protects occupant.
Diagram of circuit based on Fig. 5 is illustrated the above operation of occupant restraint system.The flow process of Fig. 5 starts when ECU1 judges first collision.
At S90 place, ECU1 obtains the testing result of bearing circle touch sensor 3.At S100 place, based on the testing result of bearing circle touch sensor 3, ECU1 judges whether chaufeur is just holding bearing circle H.
When judging that chaufeur does not hold bearing circle H, process proceeds to S101.At S101 place, the second secondary collision decision threshold is set as the decision threshold for judging secondary collision by ECU1.At S102 and S103 place, by the testing result of sensor 2 and 5 and the second secondary collision decision threshold being compared, ECU1 judges that occupant whether should be protected with from secondary collision.When at S102 and S103 two place, ECU1 all judges that occupant should be protected with during from secondary collision, process proceeds to S107.Otherwise, this procedure ends.
When judging that chaufeur is just holding bearing circle H, process proceeds to S104.At S104 place, the first secondary collision decision threshold is set as the decision threshold for judging secondary collision by ECU1.At S105 and S106 place, by the testing result of sensor 2 and 5 and the first secondary collision decision threshold being compared, ECU1 judges that occupant whether should be protected with from secondary collision.When at S105 and S106 two place, ECU1 all judges that occupant should be protected with during from secondary collision, process proceeds to S107.Otherwise, this procedure ends.
At S107 place, actuation signal is sent to safety air bag 4 by ECU1.At S108 place, safety air bag starts to protect occupant.
As mentioned above, when judging that bearing circle H is held by chaufeur after first collision, the first secondary collision decision threshold is used for collision determination.In this case, chaufeur can keep its attitude, that is, chaufeur can operate vehicle C.Therefore, chaufeur for the ready vehicle that maybe can operate of secondary collision is to avoid secondary collision, thus can reduce the extent of injury that will suffer.
When judging that bearing circle H is not held by chaufeur after first collision, the second secondary collision decision threshold being less than the first secondary collision decision threshold is used for collision determination.In this case, chaufeur can not keep its attitude, that is, chaufeur can not operate vehicle C very well.That is, when chaufeur is in this state, the second secondary collision decision threshold being less than the first secondary collision decision threshold is used for collision determination.When use second secondary collision decision threshold, more easily complete the judgement of secondary collision.Therefore, even if chaufeur for the ready vehicle that maybe can not operate of secondary collision is to avoid secondary collision, still can not can reduce the extent of injury to chaufeur.
In addition, even if very little so that use the first secondary collision decision threshold when can not judge (picking out) secondary collision at secondary collision, the second secondary collision decision threshold is used can to judge that occupant should be protected.That is, though when use first secondary collision decision threshold carry out collision determination can not judge collide generation, safety air bag 4 still can start and protect chaufeur.Therefore, present embodiment advantageously reduces the extent of injury to chaufeur in the secondary collision occurred in the special time period from first collision.In the present embodiment, because the bearing circle touch sensor 3 be arranged on the bearing circle of vehicle C is used for make about occupant's attitude can the judgement of retentivity, so not only can judge chaufeur whether can keep its attitude but also can judge chaufeur whether can direction of operating dish to avoid secondary collision.Therefore, this advantage reduces the extent of injury to chaufeur.
(the second embodiment)
Occupant restraint system except present embodiment comprises except speed reducer for vehicle 6, and the occupant restraint system of present embodiment is identical with the occupant restraint system of the first embodiment.
As shown in Figure 6 schematically, the occupant restraint system of present embodiment comprises electronic control unit (ECU) 1, satellite sensor 2, bearing circle touch sensor 3, side airbag 4, acceleration pick-up 5 and speed reducer for vehicle 6.Satellite sensor 2, bearing circle touch sensor 3, side airbag 4 and acceleration pick-up 5 and the satellite sensor 2 in the first embodiment, bearing circle touch sensor 3, side airbag 4 are identical with acceleration pick-up 5.Speed reducer for vehicle 6 is arranged on the speed reducing vehicle in the brake system of vehicle C and according to the signal from ECU1.Speed reducer for vehicle 6 corresponds to speed reducer for vehicle.ECU1 makes colliding for the first time and the judgement of secondary collision in the mode similar with the mode in the first embodiment.When the second secondary collision decision threshold is set as the collision determination threshold value judged for secondary collision by ECU1, ECU1 sends actuation signal to speed reducer for vehicle 6.Upon receiving the initiation signal, speed reducer for vehicle 6 starts control for brake and reduces to make the speed of a motor vehicle.
In the occupant restraint system of present embodiment, vehicle reduces speed now while setting second secondary collision decision threshold.Therefore, the collision velocity in secondary collision is made to reduce.Reduce further extent of injury.
In addition, because speed reducer for vehicle 6 makes the speed of a motor vehicle reduce, therefore inhibit the generation of another accident.Such as, when the chaufeur being involved in the first vehicle C collided can not keep its attitude, worry that the motion of vehicle may continue to cause new accident.But, in the present embodiment, because speed reducer for vehicle 6 makes the speed of a motor vehicle reduce, therefore can suppress vehicle C that the possibility of new collision (accident) occurs.
In the occupant restraint system of each above-mentioned embodiment, when judging that chaufeur is just holding bearing circle after first collision, use the first secondary collision decision threshold to perform collision determination.When judging that chaufeur does not hold bearing circle after first collision, use the second secondary collision decision threshold to perform collision determination.Hereinbefore, because when judging that chaufeur does not hold bearing circle, the second set secondary collision decision threshold is less than the first secondary collision decision threshold, the setting that therefore the first secondary collision decision threshold is compared in the setting of the second secondary collision decision threshold more can complete collision determination.
Therefore, even if when chaufeur can not keep its attitude and can not can not operate vehicle C to avoid secondary collision for secondary collision is ready, the occupant restraint system of each above-mentioned embodiment all advantageously can reduce the extent of injury to chaufeur.
(remodeling)
In the occupant restraint system of above-mentioned embodiment, the bearing circle touch sensor 3 be arranged on the bearing circle H of vehicle C is used as occupant state's detecting device.But occupant state's detecting device is not limited to sensor 3.The device whether any attitude that can detect occupant can keep all can be used as occupant state's detecting device.Such as, occupant state's detecting device can be arranged on sensor on the handrail of vehicle (such as, capacitive touch sensors, infrared type touch sensor), for detect by making compartment image occupant state device, for by receiving from occupant (such as, at occupant's projector with it) signal (such as, radiowave, sound wave) detect the device etc. of occupant state.In addition, the sensor of impact when sensor 2,5,10 is used as collision detection.But, as long as sensor can collision detection time impact, type, total quantity and detection side are to all unrestricted.
In above-mentioned occupant restraint system, ECU1 is compared by the integrated value of the detection signal by each sensor 2,5,10 and decision threshold and performs collision determination.Alternatively, to the process of detection signal execution except integration of each sensor 2,5,10, and the signal processed and decision threshold can be compared.Alternatively, and decision threshold direct from the signal of each sensor 2,5,10 output can be compared.Alternatively, the process of such as inverting (inversion), amplification and so on can be performed output signal, and the signal processed and decision threshold can be compared.
In above-mentioned occupant restraint system, first collision determination threshold value, the first secondary collision decision threshold and the second secondary collision decision threshold are predetermined.Alternatively, all decision thresholds or some decision threshold can calculate based on the state of vehicle C and determine.In addition, each decision threshold all can have arbitrary form, as long as the detection signal of itself and sensor 2,5,10 can be compared to perform collision determination.Such as, decision threshold can be arranged so that, when the value (such as, the value of the signal after process) that obtain from detection signal reaches (such as, exceed or be brought down below) predetermined decision threshold, to judge to collide.Alternatively, the value obtained from detection signal departs from predetermined scope (predetermined threshold range), can judge to collide.
In above-mentioned occupant restraint system, first collision determination threshold value is used for judging first collision, and the first secondary collision decision threshold and the second secondary collision decision threshold are used for judging secondary collision.First collision determination threshold value can be different with the one in the second secondary collision decision threshold from the first secondary collision decision threshold or do not have different (identical).When first collision determination threshold value has the value identical with the one in the second secondary collision decision threshold with the first secondary collision decision threshold, the decision threshold shared can be used.
In above-mentioned occupant restraint system, side airbag 4 is used as after collision determination the device that occupant protects.But, can be used alone other device, or other device can be used in conjunction with safety air bag 4.Device for the protection of occupant can comprise the safety air bag of such as operating seat safety air bag, front-seat passenger's safety air bag, curtain air bag and so on, and can comprise seat preloader.
The speed reducer for vehicle 6 of the second embodiment is arranged at brake system.But speed reducer for vehicle 6 can be any device that the speed of a motor vehicle can be made to reduce.Such as, speed reducer for vehicle 6 can be arranged at the driving engine of vehicle or the device of transmission system.These devices can combinationally use.In addition, can preferably, the speed of a motor vehicle is reduced speed reducer for vehicle 6 until vehicle stops.
In above-mentioned occupant restraint system, secondary collision is the collision occurred in special time period predetermined after first collision.But this special time period can be determined according to the detection signal of each sensor 2,5,10.Such as, special time period can be until the detection signal from the first collision of each sensor 2,5,10 is restrained, namely until the time period of vehicle stopping.
More than remodeling can perform collision determination and protect occupant as above embodiment in first collision and secondary collision.That is, above remodeling can have the advantage identical with the advantage that above embodiment has.
Claims (6)
1. an occupant restraint system, comprising:
Sensor (2,5,10), described sensor (2,5,10) is for detecting impact when vehicle (C) collides, wherein, the collision of described vehicle (C) comprises the motion of first collision and the described vehicle caused by described first collision and the secondary collision that occurs;
Decision maker (1), described decision maker (1) is for judging described first collision by the detection signal of described sensor (2,5,10) and first collision determination threshold value being compared;
Occupant state's detecting device (3), whether described occupant state's detecting device (3) can keep for the attitude detecting the occupant of described vehicle;
Wherein:
For the motion of the described vehicle caused by described first collision and the described secondary collision occurred, described decision maker (1) judges described secondary collision; And
When described occupant state's detecting device (3) detects that the attitude of described occupant can keep after described decision maker (1) judges that described first collision has occurred, described decision maker (1) judges described secondary collision by the described detection signal of described sensor (2,5,10) and the first secondary collision decision threshold being compared;
When described occupant state's detecting device (3) detects that the attitude of described occupant can not keep after described decision maker (1) judges that described first collision has occurred, described decision maker (1) judges described secondary collision by being compared with the second secondary collision decision threshold being less than described first secondary collision decision threshold by the described detection signal of described sensor (2,5,10).
2. occupant restraint system according to claim 1, wherein:
Described secondary collision is defined as the collision occurred in the special time period from described first collision.
3. occupant restraint system according to claim 1, wherein:
Described occupant state's detecting device (3) comprises the touch sensing device on the bearing circle being arranged on described vehicle.
4. occupant restraint system according to claim 3, wherein:
Whether described touch sensing device is held described bearing circle is detected;
When described touch sensing device detects that described bearing circle is held, described occupant state's detecting device (3) judges that the attitude of described occupant can keep; And
When described touch sensing device detects that described bearing circle is not held, described occupant state's detecting device (3) judges that the attitude of described occupant can not keep.
5. occupant restraint system according to claim 1, wherein:
Described sensor (2,5,10) comprises primary sensor (2,5) and guarantees the safety sensor (10) of the nargin relative to described primary sensor (2,5).
6. the occupant restraint system according to any one in claim 1 to 5, also comprises:
Speed reducer for vehicle (6), described speed reducer for vehicle (6) is for judging that described occupant state's detecting device (3) described occupant can not keep making during attitude the speed of described vehicle to reduce.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2013119713A JP2014237341A (en) | 2013-06-06 | 2013-06-06 | Occupant protection system |
| JP2013-119713 | 2013-06-06 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN104228742A true CN104228742A (en) | 2014-12-24 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410246762.XA Pending CN104228742A (en) | 2013-06-06 | 2014-06-05 | Occupant protection system |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US8855884B1 (en) |
| JP (1) | JP2014237341A (en) |
| CN (1) | CN104228742A (en) |
| DE (1) | DE102014107618A1 (en) |
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| DE10393126D2 (en) * | 2002-09-06 | 2005-11-17 | Continental Teves Ag & Co Ohg | A steering handle for motor vehicles and method for detecting a physical quantity on a steering handle |
| JP4258727B2 (en) * | 2004-03-26 | 2009-04-30 | 株式会社デンソー | Vehicle occupant protection device |
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| JP4623501B2 (en) * | 2005-02-18 | 2011-02-02 | タカタ株式会社 | Detection system, notification device, drive device, vehicle |
| JP4285569B2 (en) * | 2007-08-13 | 2009-06-24 | トヨタ自動車株式会社 | Crew protection device |
| JP2009132314A (en) * | 2007-11-30 | 2009-06-18 | Mazda Motor Corp | Rear-seat occupant crash protection device |
| JP4678424B2 (en) * | 2008-06-09 | 2011-04-27 | トヨタ自動車株式会社 | Crew protection device |
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| JP4900460B2 (en) * | 2009-12-14 | 2012-03-21 | 株式会社デンソー | Wheel grip detection device for steering device, program |
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2013
- 2013-06-06 JP JP2013119713A patent/JP2014237341A/en active Pending
-
2014
- 2014-05-30 DE DE201410107618 patent/DE102014107618A1/en not_active Withdrawn
- 2014-06-03 US US14/294,523 patent/US8855884B1/en not_active Expired - Fee Related
- 2014-06-05 CN CN201410246762.XA patent/CN104228742A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN107776526A (en) * | 2016-08-31 | 2018-03-09 | 比亚迪股份有限公司 | Air bag system control method, air spring control and vehicle |
| CN107867243A (en) * | 2016-09-28 | 2018-04-03 | 矢崎总业株式会社 | Mobile unit operates accessory system |
| CN111516630A (en) * | 2020-05-09 | 2020-08-11 | 戴姆勒股份公司 | Collision protection system and method |
| CN113771792A (en) * | 2020-06-10 | 2021-12-10 | 现代摩比斯株式会社 | Method and apparatus for controlling deployment of an airbag |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2014237341A (en) | 2014-12-18 |
| US8855884B1 (en) | 2014-10-07 |
| DE102014107618A1 (en) | 2014-12-11 |
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Application publication date: 20141224 |